Modified injection spray characteristics for spaced burning loci engines

ABSTRACT

A method for improving the fuel injection characteristics in relation to diesel engines operating on the spaced burning loci principle as featured in United States Kruckenberg et al. U.S. Pat. No. 3,543,735. At lower engine speed and/or load conditions, the injection nozzle is caused to generate a generally billowing or diverging spray pattern, while at higher or normal engine speed and/or load conditions the injection nozzle is caused to generate relatively solid streams of fuel. Preferably, these &#39;&#39;&#39;&#39;solid&#39;&#39;&#39;&#39; streams are directed into individualized or discrete agitation zones and burning loci associated therewith. The diverging spray pattern additionally serves to improve fuel ignition during the commencement of each engine working stroke.

United States Patent Anderson et al.

July 1, 1975 1 MODIFIED INJECTION SPRAY CHARACTERISTICS FOR SPACEDBURNING LOCI ENGINES [75] Inventors: Harold Elden Anderson, Playa DelRey; Perry Lester Kruckenberg, Los Angeles, both of Calif.

[73] Assignee: McCulloch Corporation, Los

Angeles, Calif.

[22] Filed: July 5, 1972 [21] Appl. No.: 269,232

[52] US. Cl. 123/32 R; 123/30 R; 123/33 R [51] Int. Cl. F02b 3/04 {58]Field of Search 123/32 JV, 32 B, 32 R, 123/30 R, 33 R; 239/562, 563, 533

[56] References Cited UNITED STATES PATENTS 1,833,030 1l/1931 Kenworthy239/533 2,274,315 2/1942 Amery 239/533 2,886,014 5/1959 Konrad et al r239/533 3,543,735 12/1970 Krackenherg 123/32 8 3,695,235 10/1972Anderson 123/32 {V X FOREIGN PATENTS OR APPLlCATlONS 933,374 9/1946France 123/32 JV 159,669 11/1954 Australia 123/32 JV PrimaryExaminerCharles .l. Myhre Assistant Examiner-Tony Argenbright Attorney,Agent, or Firm-Bums, Doane, Swecker & Mathis [57] ABSTRACT A method forimproving the fuel injection characteristics in relation to dieselengines operating on the spaced burning loci principle as featured inUnited States Kruckenberg et al. US Pat. No. 3,543,735.

At lower engine speed and/or load conditions, the injection nozzle iscaused to generate a generally billowing or diverging spray pattern,while at higher or normal engine speed and/or load conditions theinjection nozzle is caused to generate relatively solid streams of fuel.Preferably, these solid streams are directed into individualized ordiscrete agitation zones and burning loci associated therewith. Thediverging spray pattern additionally serves to improve fuel ignitionduring the commencement of each engine working stroke.

1 Claim, 7 Drawing Figures MODIFIED INJECTION SPRAY CHARACTERISTICS FORSPACED BURNING LOCI ENGINES RELATED CASES This invention is directed toimproved fuel injection techniques which are intended to improve thefuel combustion characteristics of internal combustion engines,particularly those of the type described in U.S. Kruckenberg et al.application Ser. No. 93,269, now abandoned, filed Nov. 27, 1970, andentitled Improved Combustion System for Internal Combustion Engines andin U.S. Kruckenberg et al. U.S. Pat. No. 3,543,735. The aforesaidKruckenberg patent and application are each assigned to the assignee ofthe present application.

This present invention entails an aspect of certain overallcombinational concepts which are featured in a U.S. Pat. application,filed of even date herewith, entitled Method and Apparatus for Improvingthe Fuel Injection Characteristics of Internal Combustion Engines,"designating Harold Elden Anderson and Perry Lester Kruckenberg asco-inventors, and assigned to the assignee of this present application.

GENERAL BACKGROUND, OBJECTS AND SUMMARY OF INVENTION In U.S.lgruckenberg et al. Pat. No. 3,543,735, and in U.S. Kruckenberg et al.application Ser. No. 93,269, a unique type of engine and mode of engineoperation are described.

Fundamentally, the concept featured in this Kruckenberg et al. patentand application pertains to the gen eration of a series of spacedburning loci in the interior or working chamber of an internalcombustion engine. Peripherally confined agitation zones areindividually associated with these loci. During the working or downstroke of a piston within the engine working chamber and at a normalspeed and/or load condition, fuel is injected in the form of relativelysolid streams, with individual streams being directed into individualagitation zones and burning loci associated therewith. The bulk of thefuel is injected during the working or down" stroke.

The benefits produced by this spaced burning loci principle aresubstantial and entail a reduction in peak combustion chamber pressure,a reduction in the rate of pressure rise in the chamber, a reduction inengine noise level, a reduction in engine exhaust and combustiontemperatures, a reduction in the generation of noxious oxides ofnitrogen, a reduction in carbonization tendencies, an improvement inspecific fuel consumption, an improvement in starting characteristics,and an overall ability to reduce the size of an engine in relation to adesired horsepower output.

Such significant advances in the engine art notwithstanding, it has beendiscovered that further steps, when implemented, will improve theoperating characteristics of an engine, particularly an engine of thetype featured in the aforesaid Kruckenberg patent and application duringlow load and/or engine speed conditions.

While the burning loci principle is uniquely advantageous, particularlyat normal and high speed and/or load conditions, it has beenunexpectedly discovered that at low speed and/or load conditions it maybe preferable to modify the manner in which fuel is transmitted into theagitation zones which determine the location of and are operable togenerate the aforesaid burning loci.

At normal or high speed and/or load conditions, fuel is injected asindividualized, generally cohesive or solid" streams directed straightinto the various individual agitation zones and burning loci.

However, at low speed and/or load conditions, it is now believeddesirable to forego injection of solid fuel streams, as above noted, andinstead inject fuel into a precompression chamber communicating with theagitation zones in the form of a diverging or billowing spray (The termprecompression chamber," as here used, means a chamber, auxiliary to theworking chamher, which receives compressed gas on the piston compressionstroke and from which gas is passed to the working chamber during thepiston working stroke). In short, at a low speed and/or load condition(i.e. at an idle or near idle condition), ie where the temperature ofthe working or combustion chamber is relatively low, the burning lociengine appears to perform more smoothly and enjoy more even and completeburning if the degree of fuel atomization occurring between the exitorifices of the injection nozzle and the agitation zones is increased.

This increase in atomization at low speed and/or load conditions isachieved through this invention by producing a generally radial patternof fuel flow leading to the injection nozzle orifice means. This radialinflow pattern produced a generally diverging, or billowing. and thusrelatively atomized, spray of fuel exiting from the orifice means andpassing into the precompression chamber which communicates with theaforesaid agitation zones. At relatively higher or normal speed and/orload conditions, the radial flow pattern is supplanted by a more or lessaxial flow of fuel leading to the orifice means and, as a result of thisrelatively axial flow pattern, generally solid or discrete fuel streamsare ejected from the nozzle orifice means.

The diverging or billowing spray pattern also serves to facilitate theignition of fuel at the commencement of each engine working stroke.

The invention contemplates various combinations of apparatus means whichare able to perform these method steps and attain the improvements inengine operating characteristics above noted.

In describing the invention, reference will be made to certain preferredembodiments, it being understood that this reference is by way ofexample and is not intended to be restrictive in relation to the scopeof the invention.

INTRODUCTION Before discussing the novel and advantageous fea tures ofthis invention, it is appropriate to review the context within which theinvention may be most advantageously practiced.

While aspects of the invention may be utilized in conjunction with avariety of engines, it is believed that particularly significant resultswill be achieved when the present invention is employed to improve theope rating characteristics ofthe spaced burning loci type enginedescribed in the aforesaid U.S. Kruckenberg et al US. Pat. No.3,543,734, and the aforesaid Kruckenberg et al application Ser. No.93,269,

The disclosures of the Kruckenberg et al U.S. Pat. No, 3,543,735, andKruckenberg et al application Ser.

No. 93,269. are incorporated herein by reference. With respect tosignificant variations in engine structural characteristics which may beemployed in practicing the invention and with respect to dimensional andoperational parameters. attention is invited in particular to disclosureof the aforesaid Kruckenberg et al application.

DRAWINGS The appended drawings illustrate structural details of certainpreferred embodiments of the invention.

In the Drawings:

FIG. 1 provides a schematic. partially sectioned illustration of asingle working chamber engine of the burn ing loci type and illustratesone form of a burning loci engine.

FIG. 2 provides an enlarged. partially sectioned. fragmentary andperspective view of a precompression and control zone of the FIG. Iengine, illustrating the injection of solid fuel streams intoperipherally confined agitation zones;

FIG. 3 provides a top plan view of the piston of the FIG. 1 engine.schematically illustrating the manner in which burning loci aregenerated and maintained, particularly and principally during theworking stroke of the piston;

FIG. 4 provides a transversely sectioned view of the FIG. 2precompression chamber and further illustrates the burning lociphenomena in a schematic sense;

FIG. 5 provides an enlarged longitudinally sectioned view of themodified injection nozzle incorporated in the FIG. I engine. whichmodification is operable to produce a billowing or diverging injectionpattern at lower speed and/or load conditions and a generally orrelatively solid stream pattern at higher or normal speed and/or loadconditions;

FIG. 6 provides a still further enlarged. longitudinally sectioned viewof the tip of the FIG. 3 nozzle. illustrating the position of theinjection nozzle valve at a low load condition; and

FIG. 7 provides a still further enlarged longitudinally sectioned viewof the tip of the FIG. 5 nozzle. illustrating the position of theinjection nozzle valve at a higher or normal load condition.

GENERAL CHARACTERISTICS SPACED BURNING LOCI ENGINE General operatingcharacteristics ofa spaced burning loci engine will now be brieflyreviewed with reference to FIGS. I. 2. 3 and 4.

The exemplary spaced burning loci engine I depicted in FIG. 1 includes aworking cylinder 2 and an air pumping cylinder 3. both of which areconnected with and communicate with a crankcase 4. A working piston 5 isreciprocably mounted in cylinder 2 while an air pumping piston 6 isreciprocably mounted in pumping cylinder 3. Connecting rods 7 and 8extend respectively from pistons 5 and 6 to a crankshaft 9.

An air transfer conduit I extending from outlet port II of pumpingcylinder 2 to an air inlet port 12 of the working cylinder 2.

Air enters the pumping cylinder 3 through air inlet port means I3.Exhaust gas exits from working cylinder 2 through exhaust port means 14.

The mode of operation of cylinders 2 and 3 along with pistons and 6.which cause the pumping of air to 4 working cylinder 2 is described indetail in the aforesaid Kruckenberg US. Pat. No. 3.543.735.

An engine operated fuel pump I5 is connected by conduit means 16 to aninjection nozzle 17. The injection nozzle I7 includes a terminus I8having a plurality of fuel discharging orifices positioned in aprecompression cavity or chamber 19.

Precompression cavity or chamber 19 is located in cylinder head 20 ofworking cylinder 2.

As shown in FIGS. 1 and 2, working piston 5 includes a waferlikeprotrusion 21 projecting from the piston head 22 toward theprecompression cavity 19.

Protrusion 21 is operable to be telescopingly received within theprecompression chamber I9 during the end of the compression stroke ofthe piston 5 and the beginning of the working stroke.

A series of circumferentially spaced and generally longitudinallyextending slots 23, which may be axially oriented or generally inclined.are formed on the periphery of protrusion 21. With the protrusionreceived within the precompression chamber 19. as generally shown inFIG. 1, the slots 23 cooperate with the side wall 24 of theprecompression chamber I9 to peripherally confine and generally define aseries of agitation zones 25 which are circumferentially spaced aboutthe axis of reciprocation of piston 2.

While such agitation zone defining cooperation exists between theprotrusion 21 and the precompression chamber wall 24. fuel outletorifices 26 at the tip of the injection nozzle 18 are operable to directgenerally solid streams of fuel individually into these agitation zones25. Thus. for example, a representative fuel stream 27, shown in FIG. 3.is directed individually into one agitation zone 28 of the plurality ofzones 25. As is described in the aforesaid Kruckenberg et al. patent andapplication. the inlet mouth 29 of each agitation zone 25, includingzone 28. is sufficiently large as to receive a fuel stream 27 throughoutthe period of time that the slots 23 of the protrusion 21 aretelescopingly received within the wall 24 so as to define the agitationzones 25.

Commencing at or just shortly before the top dead center crankshaftposition of the piston 2, the injection nozzle 18 commences to injectfuel from orifices 26 into the precompression chamber such that thepreponderance of fuel is directed into the agitation zones 25 during theinitial part of the down stroke of the piston 2.

A consequence of this phenomena is the generation of spaced burning locior centers 30, which are schematically depicted in FIGS. 3 and 4. Theseburning centers 30 are spaced and generally discrete in nature and aremaintained during the working stroke of the piston while fuel is beinginjected.

Thus. the mode of operation of engine 1 is such that within the cylinder2. the plurality of spaced burning loci 30 are generated. with theseloci 30 remaining generally mutually distinct or discrete and definingspaced centers of burning, These spaced centers of burning are locatedgenerally adjacent and in energy communicating relation with the head 22of the piston 5.

During a working or down stroke of the piston 5, combustion supportinggas. heated by compression and some limited combustion within theprecompression chamber. is transmitted from the precompression chamberI9 through the agitation zones 25 and into the burning loci 30. Inaddition and concurrently. the fuel streams 27 are generated andtransmitted into these burning centers.

Thus, during the working stroke, heated combustion supporting gas, i.e.air with some products of combustion, and fuel streams pass through theagitation zones where intensified fuel-air heating and mixing occurs.This phenomena, coupled with the peripherally confining effect of theagitation zones, produces and generates the burning centers or loci 30,with each individual loci and its associated agitation zone 25 receivingat least one individual solid fuel stream and at least some heated gas.

As is described in the aforesaid Kruckenberg et al. application, it isbelieved that burning is initiated during each working stroke ofthepiston 5 through ignition of fringe portions of each stream 27 at thecommencement of each individual fuel injection cycle as effected by thenozzle 18. By controlled operation of the fuel injection system, thetime duration of the generation of the fuel streams 27 is limited so atleast the majority of fuel in the streams 27 passes into the loci 30during the working or down stroke of the piston S.

The spaced wall means or slots 23 thus each function to peripherallyconfine and define an individual fuel and heated gas agitation zone 25which is individually associated with and communicates with a burningloci. Each such agitation zone 25 and the burning loci 30 associatedtherewith receives fuel from at least one fuel stream directed thereintoduring the working stroke of the piston 5. The spaced and generallydiscrete'relation of the burning loci 30 are maintained during theworking stroke of the piston 5 and the energy generated through theoperation of the burning loci is utilized to induce the working strokeof the piston 5.

A representative spaced burning loci engine has now been reviewed, suchthat the preferred context of the practice of this invention has beenestablished. Thus, it now becomes appropriate to consider the techniquepresented through this invention for improving the spray injectioncharacteristics of the burning loci type of engine.

MODIFICATION OF INJECTION SPRAY CHARACTERISTICS Through this inventionit has been discovered that at lower load and/or conditions, when anengine is relatively cool, a spaced burning loci engine which has beenoptimized for higher (including normal) speed and/or load operation may,at times, not operate as smoothly as would be desired.

Through this invention a technique has been developed for improving ormodifying the spray characteristics of fuel injected at low speed and/orload conditions lie. at or near idle) so as to reduce the generation ofexcessive, unburned fuel and generally reduce engine knocking and roughengine performance. This technique has been developed in light of thefact that a conventional, constant dimension orifice will tend togenerate a needle-like" spray at a low load and/or speed condition andthus tend to lose the fuzz" or peripheral spray which is normallyassociated with the solid' fuel stream core at normal and/or high engineload and/or speed conditions.

The manner in which the fuel stream sprays are modified to attain thisimprovement in engine performance will now be described with referenceto FIGS. 5, 6 and FIG. 5 depicts a modified fuel injection nozzle 300which may be employed as the fuel injection nozzle means in connectionwith the spaced burning loci engine described in the aforesaidKruckenberg et al US. Pat. No. 3,543,735, in the aforesaid Kruckenberget al. application Serial No. 93,269, or in the preceding discussion ofthe present invention.

Injection nozzle 300, which may function as the aforesaid nozzle means26, may include an outer body or housing 301 within which an internalbody means 302 is telescopingly mounted.

Nozzle body 302 may include, at its lower end. a plurality of downwardlyor outwardly directed spray defining orifices 303. One such orificewould be provided in relation to each agitation zone 25 described inconnection with FIGS. 2, 3 and 4.

Internal body 302 may be secured in position by a thread fitment 304. Apin 305 may be telescopingly received within aperture means of elements304 and 302 so as to permit controlled rotational positioning of thebody 302 relative to the fitment 304. This alignment function willensure that a fuel passage 306 of internal body 302 is disposed incommunicating relation with an inlet fuel passage 307 of fitment 304.

A valve member 308 may be telescopingly received within a cylinderportion 309 of fitment 302 and project downwardly through fuel passage310. Passage 310 may provide communication between the transfer passage306 and a valve seat 311.

Valve seat 311 is generally frustoconical in nature and is intersectedat its lower end by the orifices 303. A frustoconical valve member tip312 is operable to matingly and conformingly engage the seat 311, in theseated position of the valve 308, and overlap and close the inlet mouths313 of the orifices 303.

A piston-like extension 314 projects upwardly (as shown in FIG. 5), fromvalve body 308 through a wafer or disc-like valve stop 315. Valve stop315 has an annular shoulder means 316 which is operable to engage aledge 317, carried by the upper end of the valve memher 308, so as tolimit and define the uppermost or fully open valve position.

An inverted, mushroom-shaped fitment 318 may abuttingly engageprotrusion 314 and be pressed or biased toward this protrusion by a coilspring 319.

In a conventional manner, a vent 320 may be provided in fitment 304.This vent would communicate with a cavity 321 within which the spring319 is mounted. The function of the vent 320 would be to remove from thenozzle that fuel which leaks around the portion of the valve 308 whichis received within a valve body. cylinder portion 309.

As will be noted from FIG. 5, a piston-like portion 322 of valve 308which may be provided and received within the cylinder portion 309 maybe somewhat larger in diameter than a lower valve portion 323 whichprojects into the cavity 310. This difference in diameter permits thevalve member 308 to raise in response to the pressure of fuel in thecavity 310 so as to permit the ejection of fuel through the orifices303.

At normal or relatively higher engine speed and/or load conditions, thepressure of fuel in the cavity 310 would be at a relatively higher levelso that the valve 308 would tend to stabilize in a fully open position.with the stop 317 engaging the abutment 316.

This fully opened valve position is depicted in FIG. 7. As shown in FIG.7, the frustoconical surface 312 has been displaced from its FIG. 5position ofoverlyina cooperation with the orifice inlets 313. As isschematf cally shown in FIG. 7. with the valve 308 thus raised fuelenters the inlets 3I3 in a generally avial pattern and fuel exits fromorifices 303 in the form of generally solid. tic discrete. cohesive. ornot fully atomized) fuel streams 332. albeit possibly of a somewhat orlim' ited diverging nature.

During lower speed and/or load conditions it is con templated that thepressure in cavity 310 would be significantly less than the pressureexisting in this caiity at normally higher load and/or speed conditions.Such a lower pressure condition may be achieved by operation of adiversion valve of the type described in the aforesaid application filedby us on even date herewith. and the disclosure of which is hereinincorporated by reference. This valve diverts fuel from a conduit e";-tending from a fuel pump to the injection nozzle.

Thus, by appropriately selecting the biasing strength of coil spring319. this lower pressure in cavity 310 may he caused to only partiallyelevate the valve 308 so that it assumes the intermediate positionschematically depicted in FIG. 6. Such a position of valve 308 could bea consequence of the open position of valve 109.

In this intermediate valve position. the fuel pressure in cavity 310acting on the valve body piston portion Ill Zllb

rcliitiicly cicn lii lhi'r clttllttt \lltktl niitlfor It'-.|tl conrltlions l hi i liciionicritr. iii and i l itscll t ill tend to ill] proveand facilitattthc coitiriicltcciiicnt ol liicl burning or ignitionduring each iot'king cyclc of the paced liurning loci engine IIl\\t\LI'. at relattncly higher cnginc temperatures encountered duringnormal cn 'ini: operating c nditions and at men higher \PL'UII arid loadconditions and prcfeiablv during at lczrst tlic inrii riti of eagh incction increment ti c after the corriincntc nient periodic generallysolid fuel streams trill l e in icctcti as heretofore noted inconnection \\til'i the char acteristic mode of operation ofspaccrl biirriii IttLl cn' gines.

All this iiotivithstariding. and even with the use of or. two-stageinicction noZ/lc as ahoie described the burning loci engine. for themost part. will certainly during normal and exert higher engine speedand or' load conditions. opcratc \\ith the burning loci being generatedand maintained substantially in the manner described in theKrucrtciibcrg ct til I 5. Pat No 3.543.735 and the Kruckenberg ct :ilapplication Ser No, v3.2).

By way of example. it is contemplated that the t\\ostage phenomena maybe advantageously accom plished viithin the following dimensionalparameters.

Loner l oad l'ligher Load 322 would be such as to only partiallyovercome the force of spring 319 and not sufficient to fully overcomethis spring force to the extent necessary to raise the stop 317 intoabutting engagement with the abutment 316.

In this intermediate valve position as depicted in FIG. 6. the surface3l2 of the valve tip will at least partially overlap the inlet mouths313. This partially overlapped condition. as schematically shown by flowarrows in FIG. 6, will cause a generally radial flow of fuel into theorifice inlets 313. It has been observed that where this generallyradial inflow occurs, a billowing, or more atomized or widely divergingflow stream 333 will issue from the orifices 303.

This relatively billowing stream 333 is significantly more atomized thanthe generally cohesive or solid stream 332 generated in the fully openvalve position depicted in FIG. 7.

Thus. with this arrangement. and at relatitely lower speed and/or loadconditions of the engine. the FIG. 6 valve position will automaticallyresult due to a Itl\\L'l' fuel pressure condition. This valvepositioning \vill im prove the performance of the burning loci enginc athis engine range by making ignition more facile,

The two-stage characteristics of the noyylc depicte in FIGS 5 6 and 7will also tend to produce an en hanced fuzziness" or degreeofatomization during Ill initial opening of the injection \alve. cien atnormal or MAJOR ADVANTAGES AND SUMMARY OF INVENTION The conceptpresented through this invention entailing modifications of displacementincrement of fuel pumps. coupled with the diversion phenomena.contributes to a significantly enhanced and sm other per formancecharacteristic for the burning loci type cn ginc particularly at louverengine speed ririioi' lozzr conditions.

Significantly. this is achieicd without adierscl'y ai fccting the basicathantages ofthc burning loci type Lll' ginc where they are mo timportant. i e. at normal and men lituhcr engine loads lllt, tstwphnscspray characteristic phenomena cons to ease of ignition of burning underall engine -..'itii tt and is helicied to prmidc smoother engine crtin:iiancc at low load conditions.

Sonic-what surprisinglyv it has also been tl scovvrcd that theltrthlihllls'i] concept of this intention tent minimize the clogging offuel nozzles. In fact. it has been noted in certain instances thateffectively operable nozzle orifice life.prior to clogging. may be extended from somewhere on the order of to 30 hours up to on the order of250 hours. and more.

This increase in nozzle operating life may be due to the fact that thefuel flow through the orifices. which produces the billowing spraypattern. tends to flush pockets of stagnant" fuel out of the orifice.Such quiescent zones could tend to form adjacent longitudinallyintermediate orifice wall zones due to a contracted nature of solid fuelstream flow in such areas. The formation of such stagnant" or quiescentzones would be conducive to fuel oxidation. thereby inducing orificeclogging.

Those skilled in the fuel injection art are aware that two-phaseinjection nozzles, which operate in a different manner at differentconditions of valve position, are known. For example. a U.S. KenworthyPat. No. l.833.080 discloses a two-stage nozzle where at a condition ofpartial lift a frustoconical tip opens some orifices. while at a fulllift condition still other orifices are open. A similar disclosure iscontained in a Lang Pat. No. 2.757.967. However. art such as this doesnot suggest the two-stage concept of the present invention or thecontext of the spaced burning loci engine. If anything. since the basicoperating characteristic of the burning loci engine involves the use ofrelatively solid fuel streams, one would not expect or anticipate recourse to two-stage nozzles. with one stage involving a billowing spray.where the burning loci engine was concerned.

While a variety of modifications with respegt to apparatus andtechniques have been presented in. and suggested through, thisdisclosure. as well as the disclosures of the aforesaid Kruckenberg etal U.S. Pat. No. 3.543.735 and the Kruckenberg at al. application ServNo. 93.269. those skilled in the art and familiar with the presentdisclosure may well envision other modi fications. additions. deletions.substitutions or changes which would fall within the purview of theinvention as set forth in the appended claims.

What is claimed is:

1. In a method of effecting combustion in internal combustion engines,which method is characterized by the steps of:

generating. within internal combustion engine means, and in energycommunicating relation with engine piston means movable in cylindermeans of said engine means. a plurality ofgenerally mutually distinctburning loci. with said burning loci defining generally spaced centersof burning;

concurrently. and during a working stroke of said engine piston means.

transmitting combustion supporting gas. heated by compression andcombustion. into said burning loci. and

generating and transmitting streams of combustible fuel into saidburning loci.

each said burning loci substantially receiving at least one ofsaid fuelstreams and at least some of said heated gas;

limiting the time duration of the generation of said fuel streams sothat at least the majority of fuel in said streams passes into saidburning loci during a working stroke of said engine piston means;providing a plurality of spaced wall means. with each such wall meansperipherally confining and defining a fuel and heated gas agitation zoneindividually associated with and communicating with a said burning loci;each said peripherally confined agitation zone and a burning lociassociated therewith receiving fuel from at least one fuel streamdirected thereinto during said working stroke of said engine pistonmeans; maintaining the existence and a generally discrete relation ofsaid burning loci during said working stroke of said engine piston meansand utilizing energy generated through operation of said burning loci toinduce said working stroke of said engine piston means; the improvementcomprising. in combination with said steps, the additional steps of:providing a fuel injection nozzle with a plurality of orifices. all ofwhich orifices are located in a common plane and are each directedtoward a respective burning loci. slidably disposing a spring-biasedvalve tip in said nozzle such that said valve tip is subjected to and isresponsive to the pressure of fuel being fed through said nozzle to opensaid orifices against its spring bias; transmitting fuel through passagemeans leading from fuel pump means to said fuel injection nozzle meansto generate said fuel streams through said orifices such that said fuelstreams are directed into said respective agitation zones and burningloci associated therewith; during a relatively lower engine speed and/orload Condition maintaining a portion of said valve tip within saidcommon plane of said orifices and adjacent said orifices to partiallyobstruct an inlet of each of said orifices to provide a partialobstruction to the entry of fuel into said orifices in a mannerrestricting said flow of fuel toward said orifices to a relatively thinflow path extending transversely of each of said inlet means of saidplurality of orifices to: eliminate relatively quiescent. stagnant flowzones within said orifices. and produce a generally diverging andrelatively atomized spray of fuel leading from said orifices to saidburning loci; and during a relatively higher engine speed and/or loadcondition displacing said valve tip means free of said common plane toremove said flow obstruction in a manner permitting said fuel to flowsubstantially axially toward said orifices and form generally solidconfigurations of fuel streams leaving said orifices and directed towardsaid agitation zones and burning loci associated therewith.

1. In a method of effecting combustion in internal combustion engines,which method is characterized by the steps of: generating, withininternal combustion engine means, and in energy communicating relationwith engine piston means movable in cylinder means of said engine means,a plurality of generally mutually distinct burning loci, with saidburning loci defining generally spaced centers of burning; concurrently,and during a working stroke of said engine piston means, transmittingcombustion supporting gas, heated by compression and combustion, intosaid burning loci, and generating and transmitting streams ofcombustible fuel into said burning loci, each said burning locisubstantially receiving at least one of said fuel streams and at leastsome of said heated gas; limiting the time duration of the generation ofsaid fuel streams so that at least the majority of fuel in said streamspasses into said burning loci during a working stroke of said enginepiston means; providing a plurality of spaced wall means, with each suchwall means peripherally confining and defining a fuel and heated gasagitation zone individually associated with and communicating with asaid burning loci; each said peripherally confined agitation zone and aburning loci associated therewith receiving fuel from at least one fuelstream directed thereinto during said working stroke of said enginepiston means; maintaining the existence and a generally discreterelation of said burning loci during said working stroke of said enginepiston means and utilizing energy generated through operation of saidburning loci to induce said working stroke of said engine piston means;the improvement comprising, in combination with said steps, theadditional steps of: providing a fuel injection nozzle with a pluralityof orifices, all of which orifices are located in a common plane and areeach directed toward a respective burning loci, slidably disposing aspring-biased valve tip in said nozzle such that said valve tip issubjected to and is responsive to the pressure of fuel being fed throughsaid nozzle to open said orifices against its spring bias; transmittingfuel through passage means leading from fuel pump means to said fuelinjection nozzle means to generate said fuel stReams through saidorifices such that said fuel streams are directed into said respectiveagitation zones and burning loci associated therewith; during arelatively lower engine speed and/or load condition maintaining aportion of said valve tip within said common plane of said orifices andadjacent said orifices to partially obstruct an inlet of each of saidorifices to provide a partial obstruction to the entry of fuel into saidorifices in a manner restricting said flow of fuel toward said orificesto a relatively thin flow path extending transversely of each of saidinlet means of said plurality of orifices to: eliminate relativelyquiescent, stagnant flow zones within said orifices, and produce agenerally diverging and relatively atomized spray of fuel leading fromsaid orifices to said burning loci; and during a relatively higherengine speed and/or load condition displacing said valve tip means freeof said common plane to remove said flow obstruction in a mannerpermitting said fuel to flow substantially axially toward said orificesand form generally solid configurations of fuel streams leaving saidorifices and directed toward said agitation zones and burning lociassociated therewith.